US2062738A - Automatic farm gate - Google Patents

Description

Dec. 1, 1936.

E A. BIGLER AUTOMATIC FARM GATE Filed May 12, 1934 4 Sheets-Sheet 1 M INZJIISNTOR.

A TTORNEYS.

Dec. 1, 1936. E. A. BIGLER 2 7 AUTOMATIC FARM GATE Filed May 12, 1934 4 Sheets-Sheet 2 ATTORNEYS.

Dec. 1, 1936. E BIGLER 2,062,738

AUTOMATIC FARM GATE Filed May 12, 1934 4 Sheets-Sheet 3 pam/a Z NVENYTOR.

A TTORNEYS.

Dec. 1, 1936. E. A. BIGLER AUTOMATIC FARM GATE 4 Sheets-Sheet 4 Q Filed May 12, 1934 Lax 25, "a

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Patented Dec. 1, 1936 UNITED STATES PATENT OFFICE.

AUTOMATIC FARM GATE Edward A. Bigler, Auburn, 111.-

Application May 12, 1934, Serial No. 725,309 1 3 Claims.

My invention relates to gates and more especially to gates for vehicles or live stock and the like and has for its objects to provide a means of opening and closing the gate with ease and without the driver getting out of the vehicle.

A further purpose of my invention is to provide a gate for vehicles and the like which may be not only opened by the vehicle in either direction and closed but which may be adjusted to open in only one direction where necessary for instance on a hill side. This gate is equipped also to permit it to be controlled by hand rope pull method for one or both directions swinging from the closed position.

I attain the objects of my invention by the gate described in the annexed specification, recited in the claims and illustrated in the accompanying drawings in which like reference numerals indicate like parts in the several figures.

Referring to the figures:

Figure l is a front view of the gate of my invention.

Figure 2 is a birds eye view of my automatic gate and control assembly.

Figure 3 is an enlarged detail of the crank axis construction and the gate attachments with gate in opened position. Dotted lines in this figure indicate the gate lifted to an inclined position ready to swing open.

Figure 4 is a detail of the control lever mechanism for the control of the gate by vehicles or by the rope pull method.

Figure 5 is a diagrammatic view in a sort of bone-man illustration of the control system for 35, my gate. I

Figure 6 is a second detail showing more completely the rope pull and vehicle trip lever controls for my gate in the opposite arrangement from that shown in Figure 4. I

Figure '7 is a top or plan view showing in a detail the operative connection between the push link members and the crank pin members on the 7 gate with vehicle control and with a one-way rope pull control.

Figure 11 is a detail showing the operating connection of the one-way rope pull control with the- 55. gate. 5

I have previously contributed certain features of improvement to the automatic gate-art and have secured patent protection thereon, as Patent Number 1,476,354 issued December 4, 1923, and I have recently developed new features in this art teaching new and novel adaptations of mechanical principles which have proven positively successful in my tests.

I am aware of the fact that a vehicle gate to work automatically must be reasonably 'economi-, cal to build and simple to operate if it is to be a success commercially, and it is to this end that I have developed this invention.

In order to disclose and describe the merits of my invention the following description when taken with the drawings will amply reveal the essential features thereof.

Referring now to the drawings I provide in the preferred arrangement of my invention a gate I (Fig. 1) operatively supported on an upright crank axis 2 having a post or other suitable support 3 with support brackets 4 and 5 secured thereto.

An essential feature of the operating mounting for my gate is the crank arrangement provided in crank axis 2 wherein an outer crank 6 supports lower hinge 1 of the gate and an inner crank 8 supports upper hinge 9 of the gate.

A spring lever 10 either forming an integral part of crank axis 2 or a lever attached thereto establishes through a spring II and hook l2 a 3 means of effecting a substantial pull on the gate during the opening operation. V

For instance the gate normally stands closed as shown in Figure 1 and the force required for opening the gate is applied to crank axis 2 at the bottom end lever l3 through push links M, and I5 slidably engaging crank pins l9 and I8 respectively where a gate is to be swung in either direction, and the force used to close the gate is applied through pull links l6 and I1 slidably engaging crank pins 20 and 2| respectively.

Referring now to Figure 2 for a study of the operating features of my gate when it is desired for instance, to drive out of the gate l in the direction indicated by the arrow, if the operator is in a vehicle, it will cause the wheel of the vehicle to run against a trip lever 22 having its anchorage in the ground upon a block 23 and forcing this lever forward toward the gate causing arm 24 to swing forward with an adjustment link 25 pivotally pushing on a connecting rod 26 forcing push rod 2! forward with push links l5 and I6 (Fig. 7).

Link/l5 slidably engaging pin l8 at the rear end. 28jofslot 29 is then caused tov rotate crank axis 2 through an arc of approximately 70 degrees. This rotation of crank axis 2 has the effect of pushing the lower end of gate I (Fig. 3) away from a vertical line and pulling the top part of the gate in the opposite direction. This tilts the gate as shown in Fig. 3, lifting the free end 30 (Fig. 2) out of the latch 3| and causing the gate to swing by gravity into the open position shown by the solid lines in Figure 3. The momentum of the gate will cause it to swing through a complete arc of 9Q degrees although the pin l9 and the axis 2 have been moved through an arc of only about 70 degrees.

In this opened position free end 30 of. gate l swings around against a bumping post 32- and remains there until it is released for closure. After the driver drives through the gate the gate may be closed by driving against the trip 'lever 33' causing slotted pull link I! to pull against pin 2| (this pin is shown in Fig. 8) forcing gate I read ily back to a closed position where it comes to rest between latch members 34 and 35. (Fig. 9).

When the wheel of the outgoing vehicle strikes triplever 33 then the adjustable link 36 (Fig. 6)

efiectsthe pulling movement over pull link I'lthrough connecting rod 31 and rod 38. The slottedlink connection 19 (Fig. 6) is used in connecting rods 31 and 26 (Fig.2) in order to transmit the same degree of motion to the push links 14 and 15 and pulllinks l6 and ll'when trip levers 22 and 23 arepushed forward as when these levers are pushed inthe opposite direction.

It will be observed that my gate is equipped with means for opening and closing it by a rope pull hand control arrangement wherein a pedestrian may pull on rope 39 (see Fig. 6) in the direction indicated by the arrow to close the gate and this pullagainst lever 40 supported on a post 4i effects a swinging movement on lever 42 pulling back on connecting rod 43 secured to the attachm-ent 44 engaging rod 38 to which pull link l'l'is adjustably secured through holes 45. This link l1'in closing the gate pulls back on pin 2| (see Fig. 8 for this pin) on the side next to the gate post 3. 1

It will be noted that a'tensile spring 46 (Fig. 6) establishing connection between a supporting bracket 41 on post 4| and link 36 provides a means of retracting the push rods and control levers back to their normal position whenever the control members are released. Thus when trip levers 22 and 33 are released from the vehicle wheels contact in passing over it then either of these levers will be caused by their respective springs to fly back to their normal position for further engagement. This is also true of levers 40 and 42 on post 4| as rope 319 is released; while in like manner levers 48 and 49 onpost 50 (Fig. 2) will be pulled back into normal position by spring on bracket 52 after the operator releases rope 53 in the hand control of the gate.

Where it is desired to go through the gate in the opposite direction in a vehicle the driver will cause the vehicle wheel to strike trip lever 33 (Fig. 2) which through its connecting controls causes slotted push link l4 to slideon pin (this pinshown in Fig. 8) 'until the end 54 of slot 55 strikes pin l9 thus forcing the gate open ahead of.

the vehicle and in the opposite direction from that hereinabove described for opening the gate. 7 Thus it will be seen that in. this operation the crank axis 2 pivotally turns shiftingthesupported end of the gate to an inclined axisposition of support in the opposite direction: from that-shown in Figure 3 where, with-thefi'ee end of the gate lifted thus above latches 34 and 35 (Fig. 9) clearing lug 56 the gate will swing open in the opposite direction to the first described manner. These latches are supported on a gate post 51 in a position where the gate will not have to be lifted too high to get above them.

Latch members 34 and 35 are each slidably pivoted respectively on upright pins 58 and 59 while a member 60 for latch 34 and GI for latch 35 are respectively adapted to pull these latch members back by a pendulum action into normal resting position where they hold the gate shut. While I prefer to use the latch just described it is obvious that my invention will work equally well with any of the usual type latches where the gate is released by lifting the engaging member out of the latch, where the latch is of a type that will work positively and quickly.

It will be observed that when the gate is thus swung open in the opposite direction after being tilted the spring H (Fig. 2) on lever I0 having given the gate a boost in its opening movement brings the gate against the bumping post or stop member 62. The gate may then be closed by causing the vehicle Wheel to strike trip lever 22 as it pulls away from the gate causing pull link l6- with its connecting control members to close the gate'by pulling against pin 20 (Fig. '7).

In like manner the gate may be thus also closed by pulling on rope 53 (Fig. 2) in a direction away from the gate effecting a control movement of pull link l6 through levers 48, 49, 63, 21, and down to l6.

In the operative support of gate I supported by crank axis 2,the first action on the axis2,when the vehicle wheel approaching the gate from either side and. contacting the vehicle control levers 22 or 33, to exert a forcefulrotation of axis 2, in its upright support bra'eket 5 *from its position as shown in Fig. 1, normally aligned in the plane of the closed gate, around to a position as is illustrated in Fig. 3, at a substantial angle with the plane of the closed gate and approximately in the plane of the open gate position. This vigorous swing of the crank axle 2 lifts gate l at its free end out of engagement with its latch and in lifting it, tilts the gate so that it swings by gravity around to an open position. Thus, when the crank axis has been forcefully turned to approximately the plane of the open gate before the gate has had time to swing around to that position, the axis must be efiectively held and its rotated position as the force of gravity and the tensile spring ll pulled by the rotated arm H) can have time to swing the gate around to its open position.

Thus, in order to hold axis 2 in its rotated position until the gate canswing around, it is essential that means be provided to perform this holding function and in this instance, have provided raised positions 61 and 68 in cam race 64 carrying roller 65. Thus, when the gate is closed, roller 65 will rest in the central depression 66 of race 64 but when the gate is opened in either direction from the rotation of crank axis 2, the roller' 65 will roll up over-humps 61 and 68 and will roll down thejncline on the opposite sides of these humps, (depending-upon which way the gate is open) These inclines in roller race 64 will tend to serve as a resistance against crank axis 2, swinging back to the plane of the gates closed position when the weight of'the opening gate is swinging on it.

It will thus be obvious that when roller 65 rests in the central low portion 66 of race 64 or at the low position 66 of race 64 when the gate is open,-

aoezgvss there will be a tendency'for the crank axis 2 to be steadied in the gates closed or openposition'l l On certain occasions, however, it may be d'e sirable to lift the crank axis 2 up where roller 65 will clear points 61 and 68 as the gate swings and in such cases a washer or sleeve 69 may be used for holding the entire axis 2 up to such elevate'd position. i

In Figure 8 there is shown a detail illustrating the manner in which push links [4 and'l 5-may be slidably connected to pins 18 .and 20 respectively where it may be desired to swing the gate only in one direction on a hill side, for instance;:;

In this arrangement link l5 through its control connections for hand and vehicle control :will open the gate around toward bumper 62 (Fig.2) having a latch thereon to hold thegate open. Then when the gate is to be released from its opened position to swing it shut the crankaxis 2 is rotated either by hand or vehicle control causing it to be lifted off the latch thatholds it open.

After passing through the gate it may then be closed by manipulating rope 39 in a direction away from the gate or trip lever 33 in a like direction for pulling back push link [4 until the free end of slot 55 (Fig. '7) engages pin [8 and rotating crank axis 2 to force the gate to a closed position.

It will be thus observed that regardless of which direction one may be travelling through the gate when the gate is open it may be closed by pulling on the rope pull away from the gate on either side of the gate or by tripping the trip lever 22 or 33 in a direction away from the gate.

It will be further observed that booster spring I I (Fig. 11) operating in conjunction with spring i8 will accelerate the movement of the gate in either direction from its normally closed position or back toward its closed position from either side when closing the gate.

In Figure 10 which illustrates a one-way gate with the controls therefor manipulated from either side of the gate the trip lever 22 controllably connects with pin 20 while trip lever 33 controllably connects with pin l8. With this type of crank axis for control of the gate there will be within the scope of my invention an independent rope pull control where the operator may swing the gate in one direction by pulling on rope 10 or rope H connected with an upright rod 12 at-- tached to and adapted to actuate crank axis 2. Rope 10 passing through loop 13 attaches to the end 14 of lever arm 15 and also attaches to end 16 of lever arm H while rope H is secured through loop 13 to end 14 of lever arm 15. Rope H has two connections, one of which engages end 14 on arm 15 and the other engages end 16 on arm 11. In like manner rope 10 thus has two connections, one of which engages end 14 and the end 16. This will permit a complete control of the gate by rope pull as desired causing the gate to swing on crank axis in the same manner that it swings when operating in the above mentioned controls.

Thus it may be observed that my gate may open in either direction by a vehicle or by a hand lever and may be closed from either direction by a hand lever and by tripping the trip-lever in a direction away from the gate by a vehicle or by a pedestrian or my gate may be opened from either side to swing in only one direction and may be closed from either side and in both instances the actuating means either hand control or vehicle control.

rectiononly if'n'eeded on a hill sidefor instance,

with the control thereof operatedirom either side of the gate either by vehicle or by .hand. 'I'his'iprinciple I have by actual testproven to be wholly practical and successfully operative.

It will-be observedin Figure 10 for instance, as

well as Figure 11 that since my gate is mounted ona crank ,axisof this novel construction it may be 'veryeasily and conveniently, controlled as a oneryvay, gatemerely by rope pull hand operation 'inwhich cas'eif desired the trip-leverand push rod-mechanism may be entirely omitted. It-, wil1 beiurther observed (see FigureZ) that horizontal hand control bars 40 and 48.. may be allowed to extend at .a-suitable distance out "toward the road to be conveniently manipulated without ropes 39 and 53 attached thereto.

It will also be observed that the salient features of my invention where it may be necessary to swing the gate in only one direction will permit the same to be operated solely by the rope pull method if desired without the use of any vehicle control attachments; but such attachments may be operatively added later if desired.

Having thus described the nature of my invention what I claim is:

1. An automatic farm gate comprising in 00- operative combination a gate body, an upright central post adjacent one end of the gate, an upright crank axis pivotally disposed uprightly with an inner crank adjacent the top of the gate and hingedly connected therewith and an integral outer crank adjacent the bottom of the gate and hingedly connected therewith; said crank supported by said upright post and supporting said gate, a crank lever at the base of said axis and having crank pins adjacent the ends of 0ppositely disposed arms of said lever, a pair of vehicle trip-levers disposed in a drive-way extending through the gate, gate control rods slidably engaging said crank pins of said crank axis supporting said gate; said crank axis provided with a top extension arm extending out over said gate and a tensile spring establishing connection between the top of said gate and said extension arm; whereby said gate may be opened by a vehicle, and automatically closed and accelerated in its opening movement when started; and

whereby said gate is caused to tilt with its axis to an inclined position causing the gate to lift and unlatch and to swing open on the inclined axis.

2. An automatic farm gate construction and means for the control thereof comprising a gate body, an upright crank axis therefor having an inner crank adjacent the top and an outer crank adjacent the bottom, a gate post for the support of the gate, a pair of bracket hinges supporting said crank axis and a pair of gate hinges on said gate respectively engaging said inner crank of the axis above and said outer crank of the axis below; said crank axis having a top extension toward said gate and a tensile spring establishing connection between the middle portion of videdtwith upright crank pinsyadjacent the-ends thereof, .a vehicular actuated trip-lever disposed within the drive-way; through the .gate on each side of the, gate, a;push rod in theziform'of. aqyoke slidablynconnected. with each .of said upright crank .pins Iromeach :side of the gate on said base lever membenof the crank axis; azspring secured tooeach of said trip-levers .forautomaticaily retracting said rods to normal :position which is where these lIOdS shouldxbegwhen the gate is latched in .1138 closed ortopenediposition; whereby. said. gatemay be opened from each side by a vehicle-wheel contact, and acceleratedinits memos tion; for opening, the gate in one direction and comprising agate body, an upright crank axis having oppositely disposed crank portions adjacent opposite .ends and an upright support member for the support of the gate, hinge members on said gate at the top and bottom and respectivelyengaging said crank members of said upright axis and hinge brackets on said upright support pivotally supporting said axis; said crankaxisgprovided with a bottom crank arm havingsextensions in opposite directions from said axis with :said gate and operatively secured slidably and respectively to crank pins on opposite ends .of said base crank member of the crank axis, a spring secured to said actuating means for. retracting said actuating means to normal position immediately after the gate is started on its swinging movement to opened or closed position, automatic latch for holding said gate in opened or in closed position until moved by said actuating means.

EDWARD A. BIGLER.

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